U.S. patent number 7,963,478 [Application Number 11/997,029] was granted by the patent office on 2011-06-21 for wing-flapping flying apparatus and method of using the same.
This patent grant is currently assigned to Korea Institute of Science and Technology. Invention is credited to Jae Hak Jeon, Kwang Ho Kim, Yoon Joo Kim.
United States Patent |
7,963,478 |
Kim , et al. |
June 21, 2011 |
Wing-flapping flying apparatus and method of using the same
Abstract
The present invention provides a wing-flapping flying apparatus,
which can fly by moving its wings similar to a bird hovering or
flying in the air by flapping its wings. The wing-flapping flying
apparatus comprises: a body; a rotating shaft rotatably joined to
the body; driving means for rotating the rotating shaft; and wings
reciprocated between two points and connected to the rotating shaft
so as to be rotated together with the rotating shaft and to be
relatively torsionally rotated with respect to the rotating shaft.
The wing-flapping flying apparatus generates lift throughout an
entire wing-flapping movement without generating lift only
throughout the half of a wing-flapping movement or offsetting the
generated lift by the other half of the wing-flapping movement.
Therefore, the wing-flapping flying apparatus can provide not only
a stable flight but also a softly hovering or ascending and
descending flight.
Inventors: |
Kim; Kwang Ho (Seoul,
KR), Jeon; Jae Hak (Seoul, KR), Kim; Yoon
Joo (Seoul, KR) |
Assignee: |
Korea Institute of Science and
Technology (Seoul, KR)
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Family
ID: |
37182456 |
Appl.
No.: |
11/997,029 |
Filed: |
February 8, 2006 |
PCT
Filed: |
February 08, 2006 |
PCT No.: |
PCT/KR2006/000454 |
371(c)(1),(2),(4) Date: |
June 27, 2008 |
PCT
Pub. No.: |
WO2007/013721 |
PCT
Pub. Date: |
February 01, 2007 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20080251632 A1 |
Oct 16, 2008 |
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Foreign Application Priority Data
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Jul 27, 2005 [KR] |
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10-2005-0068208 |
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Current U.S.
Class: |
244/22; 244/9;
446/35; 244/11; 244/72 |
Current CPC
Class: |
B64C
33/02 (20130101) |
Current International
Class: |
B64C
33/00 (20060101) |
Field of
Search: |
;244/11,9,22,72
;446/35 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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20-011742 |
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Jan 1998 |
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KR |
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20-0336766 |
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Dec 2003 |
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KR |
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10-0450535 |
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Oct 2004 |
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KR |
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Other References
Korean Patent Publication, 10-0587446, dated May 30, 2006. cited by
other.
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Primary Examiner: Michener; Joshua J
Assistant Examiner: Benedik; Justin
Attorney, Agent or Firm: Jones Day
Claims
The invention claimed is:
1. A wing-flapping flying apparatus, comprising: a body; a rotating
shaft rotatably joined to the body; driving means for rotating the
rotating shaft and periodically reversing a rotational direction of
the rotating shaft; a plurality of wing parts connected to the
rotating shaft so as to be rotated together with the rotating shaft
and to be relatively torsionally rotated with respect to the
rotating shaft; means for restricting a relatively torsional
rotation range of the wing part with respect to the rotating shaft;
and means for relatively torsionally rotating the wing part during
reversion of a rotational direction of the rotating shaft, wherein
the means for relatively torsionally rotating the wing part
comprises a pin member fixed to the body so as to correspond to a
reversion location of the rotational direction of the rotating
shaft; and a first protrusion formed on the wing part so as to
contact the pin member during reversion of the rotational direction
of the rotating shaft.
2. The wing-flapping flying apparatus of claim 1, wherein the means
for restricting relatively torsional rotation range comprises: a
stopper fixed with respect to the rotating shaft; and a second
protrusion formed on the wing part so as to contact the stopper by
a relatively torsional rotation of the wing part; wherein the
contact of the stopper and the first protrusion is effected at two
points.
3. The wing-flapping flying apparatus of claim 2, wherein an
included angle between the two points and a center of the
relatively torsional rotation of the wing part is in a range of
60.degree. to 120.degree..
4. The wing-flapping flying apparatus of claim 1, wherein the pin
member comprises a plurality of pins placed apart from each other
at a predetermined angle around the rotating shaft, and wherein the
wing part is reciprocated around the rotating shaft between two
mutually adjacent pins.
5. A blower with wing-flapping movements, comprising: a
wing-flapping flying apparatus according to claim 1; and a fixing
member to which the body of the wing-flapping flying apparatus is
secured.
Description
TECHNICAL FIELD
The present invention generally relates to a flying apparatus, and
more particularly to a wing-flapping flying apparatus that uses
wing-flapping movements similar to a bird's flap of wings and
generates lift throughout an entire wing-flapping movement to
thereby provide a stable flight. Further, the present invention
relates to a method of driving wings of the above wing-flapping
flying apparatus and a blower comprising the same.
BACKGROUND ART
In recent years, wing-flapping flying apparatuses have been
developed, which are capable of flying by mechanically performing
upward-and-downward movements of the wings similar to a bird's flap
of wings. Such wing-flapping flying apparatuses were configured to
convert rotatary motion from a power source into reciprocating
motion, thereby moving its wings upward and downward by means of
appropriate mechanisms.
One example of prior art wing-flapping flying apparatuses is
disclosed in Korean Utility-Model Registration Publication No.
20-0117142 (Hong). This publication discloses a bird-shaped flying
toy, wherein twisted elastic strings are used as a power source and
wing frames secured to lateral opposed sides of a hollow body are
moved up and down. Also, Korean Utility-Model Registration
Publication No. 20-0336766 (Chang) discloses a drive mechanism of a
wing-flapping flying object, wherein the rotation of an electric
motor is appropriately adjusted by means of a transmission and
wings are caused to be moved up and down around hinges provided on
a body portion by means of a crank mechanism. Also, Korean Patent
Registration Publication No. 10-0450535 (Yoon, et al.) discloses a
compressed air engine and a flying toy using the same, wherein
wings are caused to be moved upward and downward by using a
compressed air.
These prior art wing-flapping flying apparatuses employed a
mechanism capable of converting rotatary motion generated from a
power source using a human power or an electrical power into
reciprocating motion or directly generating reciprocating motion so
as to effectuate their flights by simply flapping the wings upward
and downward. However, the simple upward-and-downward movements of
the wings generate lift only when the wings are downwardly moved
and offset the generated lift when the wings are upwardly moved.
Thus, there is a problem in that the lift required for the flight
of the flying object is not generated throughout an entire
wing-flapping movement.
Further, there is another problem in that the size and weight of
the flying object respectively become larger and heavier. This is
because the wings need to be bigger in order to complement the lack
of lift and the mechanism for converting the rotatary motion from
the power source into the reciprocating motion need to be
provided.
Moreover, since the simple upward-and-downward movements of the
wings in the prior art wing-flapping flying apparatuses merely act
to ensure that the flying apparatus does not fall down when staying
in the air, there is yet another problem in that the upward,
downward and forward flights cannot be easily effectuated.
DISCLOSURE
Technical Problem
Therefore, it is an object of the present invention to provide a
wing-flapping flying apparatus that generates lift throughout an
entire wing-flapping movement without generating lift only
throughout the half of a wing-flapping movement or offsetting the
generated lift due to the other half of a wing-flapping movement,
thereby being capable of providing a stable flight.
It is a further object of the present invention to provide a
wing-flapping flying apparatus that has a configuration capable of
controlling a generation of lift, thereby being capable of
providing a precise flight.
It is another object of the present invention to provide a method
of driving wings in said wing-flapping flying apparatus.
It is yet another object of the present invention to provide a
wing-flapping blower adopting principles of said wing-flapping
flying apparatus.
Technical Solution
In order to achieve the above and other objects, the present
invention provides a wing-flapping flying apparatus, comprising the
following: a body; a rotating shaft rotatably joined to the body;
driving means for rotating the rotating shaft and periodically
reversing a rotational direction of the rotating shaft; a plurality
of wing parts connected to the rotating shaft so as to be rotated
together with the rotating shaft and to be relatively torsionally
rotated with respect to the rotating shaft; means for restricting a
relatively torsional rotation range of the wing part with respect
to the rotating shaft; and means for relatively torsionally
rotating the wing part during reversion of a rotational direction
of the rotating shaft.
The wing-flapping flying apparatus further comprises: a first
power-transmitting member connected to the rotating shaft and being
configured to transmit a rotatary force in the opposite direction
to the rotational direction of the rotating shaft; and a second
power-transmitting member transmitting a rotatary force in the same
direction as the rotational direction of the rotating shaft. One of
the wing parts is connected to the first power-transmitting member
so as to be relatively torsionally rotated with respect thereto.
The other of the wing parts is connected to the second
power-transmitting member so as to be relatively torsionally
rotated with respect thereto.
The means for restricting the relatively torsional rotation range
comprises: a stopper fixed with respect to the rotating shaft; and
a first protrusion formed on the wing part so as to contact the
stopper by a relatively torsional rotation of the wing part. It is
preferable that the contact of the stopper and the first protrusion
is effected at two points.
In such a case, it is preferable that an included angle between the
two points and a center of the relatively torsional rotation of the
wing part is in the range of 60.degree. to 120.degree..
The means for relatively torsionally rotating the wing part
comprises: a pin member fixed to the body so as to correspond to a
reversion location of the rotational direction of the rotating
shaft; and a second protrusion formed on the wing part so as to
contact the pin member during reversion of the rotational direction
of the rotating shaft.
In such a case, it is preferable that the pin member comprises a
plurality of pins placed apart from each other at a predetermined
angle around the rotating shaft and the wing part is reciprocated
around the rotating shaft between two mutually adjacent pins.
According to a further aspect of the present invention, there is
provided a wing-flapping flying apparatus, comprising the
following: a body; a rotating shaft rotatably joined to the body;
driving means for rotating the rotating shaft; motion-converting
means having a linearly movable reciprocating member and converting
a rotatary motion of the rotating shaft into a linearly
reciprocating motion to thereby linearly reciprocate the
reciprocating member; a pivoting shaft provided in the vicinity of
the reciprocating member; a plurality of wing parts connected to
the pivoting shaft so as to be relatively torsionally rotated with
respect to the pivoting shaft; a wing-driving member connecting the
reciprocating member and the wing part and rotating the wing part
around the pivoting shaft by linearly reciprocating movements of
the reciprocating member; means for restricting a relatively
torsional rotation range of the wing part with respect to the
pivoting shaft; and means for relatively torsionally rotating the
wing part during reversion of a moving direction of the
reciprocating member.
According to another aspect of the present invention, there is
provided a wing-flapping flying apparatus, comprising the
following: a body; a rotating shaft rotatably joined to the body;
driving means for rotating the rotating shaft; motion-converting
means having a linearly movable reciprocating member and converting
a rotatary motion of the rotating shaft into a linearly
reciprocating motion to thereby linearly reciprocate the
reciprocating member; a first pivoting shaft and a second pivoting
shaft provided in the vicinity of the reciprocating member such
that a movement path of the reciprocating member can be positioned
therebetween; a plurality of wing parts connected to the first and
second pivoting shafts so as to be relatively torsionally rotated
with respect to each pivoting shaft; a first wing-driving member
connecting the reciprocating member and one of the wing parts and
rotating one of the wing parts around the first pivoting shaft by
linearly reciprocating movements of the reciprocating member and a
second wing-driving member connecting the reciprocating member and
the other of the wing parts and rotating the other of the wing
parts around the second pivoting shaft by linearly reciprocating
movements of the reciprocating member; means for restricting a
relatively torsional rotation range of the wing part with respect
to the pivoting shaft; and means for relatively torsionally
rotating the wing part during reversion of a moving direction of
the reciprocating member.
The motion-converting means further comprises: a circular plate
provided at a distal end of the rotating shaft; a driving pin
radially movable on the circular plate and extending in parallel
with the rotating shaft; and a frame for guiding movements of the
reciprocating member. The reciprocating member is formed with a
groove for receiving the driving pin.
The means for restricting relatively torsional rotation range
comprises: a stopper fixed with respect to the pivoting shaft; and
a first protrusion formed on the wing part so as to contact the
stopper by a relatively torsional rotation of the wing part. It is
preferable that the contact of the stopper and the first protrusion
is effectuated at two points.
In such a case, it is preferable that an included angle between the
two points and a center of the relatively torsional rotation of the
wing part is in the range of 60.degree. to 120.degree..
The means for relatively torsionally rotating the wing part
comprises: a pin member fixed to the body so as to correspond to a
location of the wing part during reversion of the moving direction
of the reciprocating member; and a second protrusion formed on the
wing part so as to contact the pin member during reversion of the
moving direction of the reciprocating member.
According to yet another aspect of the present invention, there is
provided a method of driving wings in a wing-flapping flying
apparatus, which includes: a body; a rotating shaft rotatably
joined to the body; driving means for rotating the rotating shaft;
and wings reciprocated between two points and connected to the
rotating shaft so as to be rotated together with the rotating shaft
and to be relatively torsionally rotated with respect to the
rotating shaft. The method of driving the wings comprises:
maintaining the wing inclined at a constant angle relative to a
travel direction of the wing while the wing travels toward one of
the two points; relatively torsionally rotating the wing in the
opposite direction to the travel direction of the wing when the
wing reaches one of the two points; and moving the wing toward the
other of the two points.
The respective rotational directions of the wings around the
rotating shaft can be different.
Further, it is preferable that the constant angle is in the range
of 30.degree. to 60.degree..
According to still yet another aspect of the present invention,
there is provided a blower with wing-flapping movements,
comprising: the above-described wing-flapping flying apparatus; and
a fixing member to which the body of the wing-flapping flying
apparatus is secured.
DESCRIPTION OF DRAWINGS
FIG. 1 is a perspective view illustrating a wing-flapping flying
apparatus constructed in accordance with a first embodiment of the
present invention.
FIG. 2 is a front view of a wing shaft.
FIG. 3 is a partial perspective view illustrating components
related to a relatively torsional rotation of the wing shaft.
FIG. 4 is an illustration representing flight principles of the
wing-flapping flying apparatus according to the present
invention.
FIG. 5 is a graph showing lift variances during one cycle.
FIGS. 6 to 9 are side views sequentially showing a relatively
torsional rotation of the wing shaft during reversion of a
rotational direction of a rotating shaft.
FIG. 10 is an exploded perspective view illustrating an alternative
of a pin member.
FIG. 11 is a perspective view illustrating a wing-flapping flying
apparatus constructed in accordance with a second embodiment of the
present invention.
FIG. 12 is a sectional view showing an internal configuration of a
portion of the wing-flapping flying apparatus shown in FIG. 11.
FIG. 13 is a perspective view illustrating a wing-flapping flying
apparatus constructed in accordance with a third embodiment of the
present invention.
FIG. 14 is an elevational view of the wing-flapping flying
apparatus of FIG. 13.
FIG. 15 is an exploded perspective view showing motion-converting
means of the wing-flapping flying apparatus of FIG. 13.
FIG. 16 is a partial perspective view showing the rotation of the
wing shaft of the wing-flapping flying apparatus of FIG. 13.
FIG. 17 is a partial elevational view of a wing-flapping flying
apparatus constructed in accordance with a fourth embodiment of the
present invention.
FIG. 18 is a partial perspective view showing the rotation of the
wing shaft of the wing-flapping flying apparatus of FIG. 17.
FIG. 19 is a perspective view illustrating a blower according to
the present invention.
BEST MODE
A wing-flapping flying apparatus, a method of driving wings of a
wing-flapping flying apparatus and a blower with wing-flapping
movements according to the present invention will now be described
in detail with reference to the accompanying drawings.
FIG. 1 is a perspective view illustrating a wing-flapping flying
apparatus constructed in accordance with a first embodiment of the
present invention. FIG. 2 is a front view of a wing shaft. FIG. 3
is a partial perspective view illustrating components related to a
relatively torsional rotation of the wing shaft.
Referring now to FIGS. 1 to 3, the wing-flapping flying apparatus
100 comprises the following: a body 110; a rotating shaft 115
rotatably joined to the body 110; driving means 111 for rotating
the rotating shaft and periodically reversing a rotational
direction thereof; a plurality of wing parts 140a and 141a, 140b
and 141b connected to the rotating shaft 115 so as to be rotated
together with the rotating shaft 115 and to be relatively
torsionally rotated with respect to the rotating shaft 115; means
131a, 131b, 143a, 143b, 144a, 144b for restricting a relatively
torsional rotation range of the wing part 140a and 141a, 140b and
141b with respect to the rotating shaft 115; and means 113a, 113b,
142a, 142b for relatively torsionally rotating the wing part 140a
and 141a, 140b and 141b during reversion of a rotational direction
of the rotating shaft 115.
The driving means 111 is a rotary machine provided in the body 110.
If necessary, the rotary machine itself may play a role of the
body. The rotary machine 111 in this embodiment serves not only to
generate a power needed for the flight of the wing-flapping flying
apparatus 100 by rotating the rotating shaft 115, but also to
periodically reverse the rotational direction of the rotating shaft
115. For example, a DC motor may be employed as the rotary
machine.
The wing part includes a wing shaft 140a, 140b connected to the
rotating shaft 115 and a wing 141a, 141b coupled to the wing shaft
140a, 140b. The wing shaft 140a, 140b is connected to the rotating
shaft 115 by a hub 130 coupled to an end of the rotating shaft
115.
The wing shafts 140a and 140b are symmetrically coupled to the hub
130. To this end, the opposed sides of the hub 130 are formed with
holes 132b for insertion of the wing shaft (only one of the holes
is shown in FIG. 1). The wing shafts 140a and 140b are coupled to
the holes for insertion of the wing shaft formed in the hub 130 in
such a manner that the wings 141a and 141b can be rotated clockwise
and counterclockwise within a predetermined angular range when
viewing the wing-flapping flying apparatus 100 with a center of the
wing shaft 140a, 140b located in front. Hereinafter, such rotation
of the wings 141 and 141b will be referred to as "relative
torsional rotation". Therefore, it should be noted that the wing
shaft 140a and 140b should be coupled to the hub 130 so as to be
rotated with respect to the hub 130 and not to be separated
therefrom.
Further, the hub 130 is provided with stoppers 131a and 131b
similar to a thin pin. The stoppers extend from the hub 130 in the
direction of the extension of the wing shafts 140a and 140b. The
stoppers cooperate with first protrusions 143a to 144b described
below to thereby restrict the wings 141a and 141b provided in the
wing shaft 140a and 140b from being further rotated over a
predetermined angle around the wing shaft 140a and 140b.
As the wings 141a and 141b, which extend on the wing shaft 140a and
140b in one direction and have a specific area, are rotated, lift
and propulsion needed for the flight of the wing-flapping flying
apparatus are generated. Here, the wings 141a and 141b are rotated
in two manners. One is a rotation to be formed in a manner of
making a large circle around the rotating shaft 115 (indicated as
R1 in FIG. 1) and the other is a relatively torsional rotation
around the wing shaft 140a, 140b (indicated as R2 in FIG. 1).
More specifically, the rotation R1 is effectuated as the rotating
shaft 115, the hub 130 and the wing shafts 140a and 140b are
involved. Since the rotational direction of rotating shaft 115 is
periodically reversed by the rotary machine, the rotational
direction of such rotation R1 of the wings 141a and 141b is also
reversed every half rotation. Also, the relatively torsional
rotation R2 is effectuated as the hub 130 and the wing shaft 140a
and 140b are involved. The relatively torsional rotation R2 is
effectuated in such a manner that the wings 141a and 141b are
naturally rotated in the opposite direction to the travel direction
of the wing shaft 140a, 140b by the action of air impinging on the
wing 141a, 141b during the rotation R1.
It is preferable that the above-described wings 141a and 141b are
configured to generate aerodynamical lift. As shown in the figures,
the wings may be configured in the form of a rectangular plate
member. Any shape such as a fan shape, an oval shape and the like
may be applied. Also, the wings 141a and 141b may be configured to
be a single member as shown in the figures or may be configured in
such a manner that a wing-shaped frame is provided and a membrane
of film is attached to this frame to generate aerodynamic lift. In
this embodiment, since the wings 141a and 141b provided on the wing
shafts 140a and 140b are configured to be rotated by air impinging
thereon around the wing shafts 140a and 140b, it will be understood
that the wings 141a and 141b should be provided at the same side of
the respective wing shafts 140a and 140b.
Further, each wing shaft 140a and 140b is provided with first
protrusions 143a to 144b in a pair, which extend from the wing
shaft 140a and 140b while being angled to the wings 141a and 141b
in the right and left side of the wing shaft. The wing shaft 140a
is provided with first protrusions 143a and 144a, and the wing
shaft 140b is provided with first protrusions 143b and 144b.
These first protrusions 143a to 144b cooperate with the stoppers
131a and 131b provided on the hub 130. In the above-discussed
relatively torsional rotation R2, the first protrusions 143a to
144b obstruct the further rotation of the wings 141a and 141b
around the wing shafts 140a and 140b over a predetermined angle to
thereby restrict the relatively torsional rotation range. In the
wing shaft 140b, for instance, the wing shaft 140b is initially
coupled to the hub 130 such that the stopper 131b is located
between the first protrusions 143b and 144b. Accordingly, the
rotational range of the wing 140b is limited within an angular
range between the first protrusions 143b and 144b.
Further, each wing shaft 140a and 140b is provided with second
protrusions 142a and 142b in the opposite direction to the
extending direction of the wing. The second protrusion serves as a
point of action, on which forces act in rotating the wing 141a,
141b around the wing shaft 140a, 140b. By the cooperation of the
second protrusions 142a and 142b and pins 113a and 113b, as
described below, the wings 141a and 141b can be relatively
torsionally rotated around the wing shafts 140a and 140b quickly
and precisely in the opposite direction to the moving direction of
the wing shaft 140a and 140b during the reversion of the rotational
direction of the rotating shaft 115.
A positional relationship among the above-described wing shafts,
wings, first protrusions and second protrusions is shown in FIG. 2
in detail. Referring to FIG. 2, the wing 141a and the second
protrusion 142a extend in the mutually opposite directions relative
to the wing shaft 140a. Each first protrusion 143a and 144a extend
in the side of the wing shaft 140a, from which the wing 141a
extends, from the wing shaft 140a at a predetermined angle .alpha.
with respect to the wing 141a. Therefore, it will be understood
that the range of the angle related to the relatively torsional
rotation of the wing 141a is limited within two times the angle
.alpha.. In this embodiment, it is preferable that the range of the
angle .alpha. is in the range of 30.degree. to 60.degree..
Accordingly, it is preferable that an included angle between the
first protrusions 143a and 144a with respect to the wing shaft 140a
is in the range of 60.degree. to 120.degree. (hereinafter, any
angle within such range will be referred to as "an optimum wing
angle"). According to the experiments conducted by the present
inventors, it was found that when the wing 141a is rotated or
turned around the wing shaft 140a by air impinging thereon while
being rotated around the rotating shaft 115 (that is, the rotation
R1), the lift generated by the wing 141a is considerably decreased
in case it is rotated or turned at an angle less than 30.degree. or
more than 60.degree..
FIG. 3 shows the components related to the relatively torsional
rotation (that is, the rotation R2) of the wing shaft 140a. When
the wing shaft 140a is rotated around the rotating shaft 115 (that
is, the rotation R1), the wing 141a undergoes a pressure caused by
air impinging thereon. Since the wing shaft 140a is coupled to the
hub 130 so as to be relatively torsionally rotated, the wing 141a
is conformably rotated or turned in the opposite direction to the
travel direction of the wing shaft 140a. The wing shaft 140a is
also rotated in the same direction as the rotational direction of
the wing 141a accordingly.
However, such relatively torsional rotation of the wing shaft 140a
cannot be further performed by contacting the first protrusion 143a
or 144a provided on the wing shaft 140a to the stopper 131a. In
such a case, since the included angle between the first protrusion
143a or 144a and the wing 141a is in the range of 30.degree. to
60.degree., the limits to which the wing 141a can be rotated in one
direction around the wing shaft 140a are in the range of 30.degree.
to 60.degree. or is restricted to a slightly less range than such a
range. Thus, the wing 141a can generate a large aerodynamic lift as
described above.
Referring back to FIG. 1, pins 113a and 113b extend from the body
110 symmetrically. The pins cooperate with the second protrusions
142a and 142b provided on the wing shaft 140a and 140b, thereby
quickly and precisely rotating the wings 141a and 141b around the
wing shaft 140a and 140b during reversion of the rotational
direction of the rotating shaft 115. Thus, it will be understood
that the pins 113a and 113b should extend so as to contact the
second protrusions 142a and 142b. While the pins 113a and 113b are
provided on an extended portion 112 formed in the body 110 in FIG.
1, the pins 113a and 113b are directly provided on the body
110.
Preferably, the pins 113a and 113b are positioned at angular
positions when the rotational direction of the rotating shaft 115
is reversed. Thus, when the wing shafts 140a and 140b approach the
places where their rotational directions are reversed during the
rotation around the rotating shaft 115, the second protrusions 142a
and 142b and the pins 113a and 113b collide with each other. At
this time, the pins 113a and 113b fixed to the body 110 serve as a
kind of a fulcrum and therefore the second protrusions 142a and
142b are rotated in the opposite direction to the travel direction
of the wing shafts 140a and 140b by the rotatary force of the wing
shafts 140a and 140b and the reaction of the pins 113a and 113b. As
a result, the wings 141a and 141b, which extend in the opposite
direction to the second protrusions 142a and 142b, are instantly
rotated from the backward rotated state in the travel direction of
the wing shafts 140a and 140b toward the forward. By doing so, the
lift can be generated by the wings 141a and 141b.
FIG. 4 is an illustration representing the flight principles of the
wing-flapping flying apparatus according to the present invention.
FIG. 4 shows movements of the hummingbird's wings when it hovers in
the air, for example. Referring to FIG. 4, the hummingbird moves
its wings to the left and then begins to move its wings reversely
to the right at a point of time of reversing the movements of its
wings to thereby obtain lift needed for a hovering flight. At this
time, it performs a movement which makes the bottom faces of the
wings face upward, that is, a movement which rotates the
cross-section of the wing clockwise (hereinafter, such movement
will be referred to as "a supination movement"). On the other hand,
when it begins to move its wings to the left again at the point of
time of reversing the movements of its wings after moving its wings
to the right, it performs a movement which makes the bottom faces
of the wings face downward, that is, a movement which rotates the
cross-section of the wing counterclockwise (hereinafter, such
movement will be referred to as "a pronation movement"). Through
such movements, lift and propulsion are generated vertically to the
right and left directions, which are the main moving direction of
its wings. Further, its wings perform the supination and pronation
movements around the hinges formed in its shoulder portion during
the reversion of movements, thereby maximizing the lift and
propulsion. Further, in reversion of movements of its wings, the
faster the movements of the wings are within a shorter time, the
more lift is obtained.
Comparing the above-described hummingbird's wing-flapping movements
with the wing-flapping flying apparatus 100 according to the
present invention, the process, wherein the hummingbird's wings are
moved right and left, is similar to the rotations of the wing
shafts 140a and 140b around the axis of the rotating shaft 115
(i.e., the rotation R1). Also, the process, wherein the
hummingbird's wings perform the supination and pronation movements
during the reversion of movements, is similar to the relative
torsional rotation (i.e., the rotation R2) which the wings 141a and
141b make around the wing shaft 140a and 140b by the cooperation of
the second protrusions 142a and 142b and the pins 113a and
113b.
FIG. 5 is a graph showing lift variances during one cycle in the
wing-flapping flying apparatus according to the present invention.
The rotating shaft 115 in the wing-flapping flying apparatus
completes one cycle in such a manner that it is rotated for an
approximately half rotation in one direction and then reverses its
rotational direction and returns to its initial location after
being rotated for the other half rotation. In such a case, when the
first half rotation is referred to as "a first stroke" and the
latter half rotation is referred to as "a second stroke", lift
variances during the strokes are shown in FIG. 5.
Referring to FIG. 5, it can be seen that lift is generated by the
wings 141a and 141b in a middle range of each stroke, that is, when
the wings 141a and 141b are rotated around the rotating shaft 115
(i.e., the rotation R1). This is because the wings, which are
rotated by air impinging thereon in the rotation R1 of the wing
shaft, pushes air downward successively while maintaining the
declined state at the constant angle and passing through a certain
range. Also, it can be seen that lift is rapidly increased between
the strokes (i.e., when the wings 141a and 141b perform the
above-described supination or pronation movement by the cooperation
of the second protrusions 142a and 142b and the pins 113a and
113b). The state where lift falls below 0 between the first stroke
and the second stroke indicates that the wings 141a and 141b are in
alignment with the body 110 during the rotations and thus lift is
not generated at that moment. Accordingly, it will be understood
that shortening the time taken for the relatively torsional
rotations of the wings 141a and 141b between the strokes guarantees
a stronger lift generation, as can be seen in FIG. 5.
FIGS. 6 to 9 are side views of the wing shaft 140a sequentially
showing that the relatively torsional rotation of the wing 114a
takes place by the contact of the second protrusion 142a to the pin
113a.
FIG. 6 shows the state where the wing shaft 140a is rotated up to
the reversion location of the rotational direction of the rotating
shaft 115 and the second protrusion 142a is on the verge of a
collision with the pin 113a. Before reaching said state, the wing
141a maintains a rotated posture (i.e., clockwise in FIG. 6) due to
impinging air by the rotation of the wing shaft 140a around the
rotating shaft 115 (i.e., the rotation R1). Further, since the
first protrusion 144a is brought into contact with the stopper
131a, the wing 141a maintains the above-mentioned optimum wing
angle.
Referring to FIG. 7, the second protrusion 142a is rotated
counterclockwise around the wing shaft 140a by the pin 113a fixed
to the extended portion 112 of the body and the wing 141a is also
rotated counterclockwise correspondingly. More specifically, while
one directional rotation of the rotating shaft 115 is halted for
the purpose of reversing the rotational direction of the rotating
shaft 115, the wing shaft 140a keeps on moving toward the pin 113a
with the second protrusion 142a contacted to the pin 113a. At this
time, the second protrusion 142a fails to further advance due to
the pin 113a, thereby being relatively rotated around the wing
shaft 140a.
FIG. 8 shows a state where the rotation of the rotating shaft 115
is halted. The second protrusion 142a is left rotated in the
opposite direction to the former travel direction of the wing shaft
140a and the wing 141a is left rotated in the same direction as the
former travel direction of the wing shaft 140a accordingly.
Referring to FIG. 9, the rotating shaft 115 now resumes the
rotation in the opposite direction to the rotational direction in
FIGS. 6 and 7. The wing 141a, which is left strongly rotated
counterclockwise by the pin 113a, is restricted not only from being
further rotated counterclockwise but also from being rotated
backward by the impingement of air caused by the rotation of the
rotating shaft 115 as the first protrusion 143a is brought into
contact with the stopper 131a. Therefore, the wing 141a maintains
the above-mentioned optimum wing angle.
The wing 141a, which is relatively torsionally rotatable with
respect to the rotating shaft 115 around the wing shaft 140a,
performs the above-described supination or pronation movement while
undergoing the processes shown in FIGS. 6 to 9. It will be
understood that the processes described with reference to FIGS. 6
to 9 take place likewise in the pin 113b side, since the pins 113a
and 113b are symmetrically provided in the opposite sides of the
body 110 and the entire components of the wing-flapping flying
apparatus 100 are symmetrically constituted relative to the axis of
the rotating shaft 115 and the rotating shaft 115 is configured to
reverse its rotational direction in the vicinity of the pins 113a
and 113b.
As such, the effects, wherein the lift does not disappear and is
rather increased as described with reference to FIGS. 4 and 5, can
be obtained at the point of time when one directional rotation of
the rotating shaft 115 is halted and then the opposite directional
rotation thereof is resumed. This is because the wing 141a is
relatively torsionally rotated around the wing shaft 140a with
respect to the rotating shaft 115 during the reversion of the
rotational direction of the rotating shaft 115.
Referring back to FIG. 8, it is shown that the reversion of the
rotational direction of the rotating shaft 115 is made when the
wing shaft 140a slightly goes past the pin 113a. However, it is not
necessary that the reversion of the rotational direction of the
rotating shaft 115 is made in the state shown in FIG. 8. That is,
the reversion of the rotational direction of the rotating shaft 115
can be made just before the wing shaft 140a goes past the pin 113
during the rotation of the rotating shaft 115 or just after that.
In the former case, if the second protrusion 142a is slightly
rotated in the opposite direction to the travel direction of the
wing shaft 140a by the contact to the pin 113a, the rotating shaft
115 can resume the opposite directional rotation. In this case, if
the rotating shaft 115 resumes the opposite directional rotation,
the wing 141a is more and more rotated by the impinging air to
thereby be rotated up to the optimum wing angle. Further, in the
latter case, since the second protrusion 142a is more certainly
rotated in the opposite direction to the travel direction of the
wing shaft 140a, the rotating shaft 115 can resume the opposite
directional rotation at that time.
Accordingly, it is preferable that the reversion of the rotational
direction of the rotating shaft 115 is made during the rotation of
the wing shaft 140a around the rotating shaft 115 between a point
of time when the second protrusion 142a is brought into contact
with the pin 113a and a point of time when the second protrusion
142a is separated from the pin 113a.
Further, the rotary machine 110, which can be accommodated inside
the body 110, rotates the rotating shaft 115 to thereby generate
lift and propulsion needed for the flight of the wing-flapping
flying apparatus 100. If the rotational speed of the rotating shaft
115 is increased by the rotary machine 111, then the time required
for one cycle, for which the wings 141a and 141b travel, is
shortened. Then, the wings 141a and 141b push more volume of air
downward and lift is increased thereby. In other words, since the
increase and decrease of the rotational speed of the rotating shaft
115 by the rotary machine 111 lead to the increase and decrease of
lift, the wing-flapping flying apparatus can carry out ascent and
descent according to the increase and decrease of the rotational
speed of the rotating shaft 115. In addition, in case of
controlling the increase and decrease of the rotational speed of
the rotating shaft 115 electrically or mechanically, the ascent and
descent of the wing-flapping flying apparatus 100 can be controlled
accordingly.
In addition, the rotary machine 111 is configured to periodically
reverse the rotational direction of the rotating shaft 115. A DC
motor can be used as a rotary machine suitable for such purpose. In
case of using the DC motor as the rotary machine, the DC motor can
periodically carry out normal and reverse rotations or one
directional and the opposite directional rotations by applying a
voltage with periodically reversed phase to the DC motor.
Further, since the rotary machine 111 reverses its rotational
direction every half rotation of the rotating shaft 115, torques
applied to the wings 141a and 141b may be insufficient. In order to
increase the torques applied to the wings 141a and 141b, reducing
the rotation more than a half rotation of the rotating shaft 115
(i.e., one rotation, two rotations or more) to the half rotation
can increase the torques applied to the wings 141a and 141b. To
this end, the rotary machine may be provided with means for
reducing a plurality of rotations to a half rotation and the
rotating shaft 115 may be connected to the output part of the
reducing means. For example, in case the reducing means, which
includes two gears or a gear train having plural gears, reduces
plural rotations of the rotary machine to a half rotation of the
rotating shaft, the half rotation of the rotating shaft 115 is
accomplished from the plural rotations of the rotary machine,
thereby increasing the torques applied to the wings 141a and
142b.
FIG. 10 is an exploded perspective view illustrating an alternative
of a pin member. Referring to FIG. 10, the pin member, which allows
the relatively torsional rotation of the wings 141a and 141b by the
contact to the second protrusions 142a and 142b, includes a first
pin 116 and a second pin 117 that can be coupled to the body 110 or
the extended portion 112 of the body in pairs and coaxially. These
pins 116 and 117 can be coupled to the body 110 in such a manner
that they are fitted to a protruded portion 112a, which is formed
on the extended portion 112 of the body and has a thread at a
distal end, and a nut 119 is then fastened thereto.
The first and second pins 116 and 117 can be widened with respect
to each other at a predetermined angle around the rotating shaft
115. When the first and second pins 116 and 117 are slightly
widened, the second protrusions 142a and 142b collide with the pin
at a faster point of time when compared to the case that pins 113a
and 113b are provided. Accordingly, in case two pins 116 and 117
can be widened at some extent in the above-described manner, the
point of time when relatively torsional rotations of the wings 141a
and 141b take place and the length of the strokes can be relatively
adjusted and the magnitude of lift can be minutely adjusted
thereby. Also, in case of electrically or mechanically controlling
the minutely widened extent of the pins 116 and 117, it will be
understood that a minute and precise flight control of the
wing-flapping flying apparatus 100 can be effectuated.
While the wing-flapping flying apparatus 100 in accordance with
this embodiment comprises two wing parts arranged symmetrically
with respect to each other, three, four or more wing parts may be
provided. In such a case, the pins participating in the relatively
torsional rotation will also be provided in the same numbers as the
wing parts and at the same interval around the rotating shaft and
the reversion of the rotational direction of the rotating shaft 115
will be made according to the numbers of the wing parts (i.e., at
the interval of 120.degree. or 90.degree.).
FIG. 11 is a perspective view illustrating a wing-flapping flying
apparatus 200 in accordance with a second embodiment of the present
invention. FIG. 12 is a sectional view showing an internal
configuration of a portion thereof. The wing-flapping flying
apparatus 200 in accordance with this embodiment is configured to
rotate wing shafts 240a and 240b in mutually opposite directions
around a rotating shaft 215 unlike the wing-flapping flying
apparatus 100 of the first embodiment. The wing-flapping flying
apparatus 200 in accordance with this embodiment has the same
configuration as the wing-flapping flying apparatus 100 except that
components for simultaneously rotating the wing shafts 240a and
240b in mutually opposite directions are employed and pins 213a to
214b are configured accordingly. Thus, the differences between the
first and second embodiments will be described herein.
Referring to FIG. 12, the wing-flapping flying apparatus 200
comprises: a first power-transmitting member connected to the
rotating shaft 215 and transmitting a rotatary force in an opposite
direction to the rotational direction of the rotating shaft 215;
and a second power-transmitting member transmitting a rotatary
force in the same direction as the rotational direction of the
rotating shaft 215. The first power-transmitting member has a
driven element 221, a connecting shaft 222, a driving element 223
and a pivoting shaft 225a. The second power-transmitting member has
a driven element 224 and a pivoting shaft 225b.
The driving element 215a is coupled to an end of the rotating shaft
215 extended from the rotary machine (not shown). The driven
element 221 is connected to the driving element 215a and is coupled
to the connecting shaft 222. An end of the connecting shaft 222 is
coupled to the driving element 223. The driven element 224 is
connected to the driving element 223. A first hub 231 is fixed to
the driving element 223 via the pivoting shaft 225b and a second
hub 232 is fixed to the driven element 224 via the pivoting shaft
225b. Wing parts 240a and 241a are connected to the pivoting shaft
225a so as to be relatively torsionally rotated via the hub 231 and
wing parts 240b and 241b are connected to the pivoting shaft 225b
so as to be relatively torsionally rotated via the hub 232.
The one directional rotation of the rotating shaft 215 is
transmitted to the first hub 231 by the driving element 215a, the
driven element 221, the connecting shaft 222, the driving element
223 and the pivoting shaft 225a. The first hub 231 is not in a
coaxial relation with the rotating shaft 215 and is thus rotated in
the opposite direction to the rotational direction of the rotating
shaft 215. Further, the second hub 232 is rotated by the driving
element 223, the driven element 224 and the pivoting shaft 225b in
the opposite direction to the rotational direction of the first hub
231, that is, in the same rotational direction as that of the
rotating shaft 215. Therefore, when the rotating shaft 215 is
rotated, the first hub 231 is rotated in the opposite direction to
the rotational direction of the rotating shaft 215 and the second
hub 232 is rotated in the same direction as the rotational
direction of the rotating shaft 215. Accordingly, the wing shafts
240a and 240b, which are joined to the first and second hubs 231
and 232, respectively, can be rotated in mutually opposite
directions around the rotating shaft 215.
The rotational direction of the rotating shaft 215 in this
embodiment, similar to the rotating shaft 115 in the first
embodiment, is reversed by the rotary machine (not shown) capable
of periodically reversing its rotational direction. Specifically,
during the operation of the clockwise half rotation of the rotating
shaft 215, the wing shaft 240a, which is connected to the pivoting
shaft 225a via the first hub 231 so as to relatively torsionally
rotated, carries out a counterclockwise half rotation and the wing
shaft 240b, which is connected to the pivoting shaft 225b via the
second hub 232 so as to relatively torsionally rotated, carries out
a clockwise half rotation. Also, when the rotation of the rotating
shaft 215 is reversed, the rotational directions of the wing shafts
240a and 240b are reversed as described above. Therefore, the
wing-flapping flying apparatus 200 in this embodiment can perform
such movements similar to a bird moving its wings forward and
backward.
In order to rotate the wing shafts 240a and 240b within equal speed
and range, it will be understood that the driving element 23 and
the driven element 224 should have the same diameter. Further, it
will be understood that a plurality of rotations of the rotary
machine may be converted into a half rotation of the wing shaft
240a, 240b by differentiating the diameters of the driving element
215a and the driven element 221. The above-described driving
elements 215a and 23 and driven elements 221 and 224 may include
gears or may be configured in a belt driving manner.
The wing-flapping flying apparatus 200 in accordance with this
embodiment is configured such that the wing shafts 240a and 240b
are rotated in mutually opposite directions and second protrusions
242a and 242b do not impact and interfere with each other during
the reversion of rotational direction. Also, a pin member consists
of two pins 213a and 213b, 214a and 214b symmetrically extending
from the body and placed apart with respect to each other
accordingly.
The configurations and functions of the wing shafts 240a and 240b,
which are connected to the pivoting shafts 225a and 225b so as to
be relatively torsionally rotated, wings 241a and 242a provided on
the wing shafts, first protrusions 243a, 244a, 243b and 244b (244a
is not shown in the drawings), the second protrusions 242a and 242b
and stoppers 231a and 232a extending from the hubs 231 and 232 are
the same as the case of the first embodiment. Thus, their
descriptions are omitted herein.
FIG. 13 is an exploded perspective view illustrating a
wing-flapping flying apparatus constructed in accordance with a
third embodiment of the present invention. FIG. 14 is an
elevational view of the wing-flapping flying apparatus of FIG.
13.
The wing-flapping flying apparatus 300 in accordance with this
embodiment employs driving means (not shown) capable of
successively rotating a rotating shaft in one direction and further
comprises motion-converting means converting the rotary motion of
the rotating shaft by said driving means into a linearly
reciprocating motion for reciprocating wing shafts, when compared
to the first and second embodiments. Accordingly, the driving means
in the wing-flapping flying apparatus in accordance with this
embodiment includes a typical rotary machine such as an electric
motor, a combustion engine consuming fuel and any rotary machine
unlike the rotary machine capable of periodically reversing its
rotational direction of the rotating shaft in the first and second
embodiments.
More specifically, the wing-flapping flying apparatus 300 comprises
the following: a body 310; a rotating shaft 315 rotatably joined to
the body 310; driving means (not shown) for rotating the rotating
shaft 315; motion-converting means having a linearly movable
reciprocating member 323 and converting a rotary motion of the
rotating shaft 315 into a linearly reciprocating motion to thereby
linearly reciprocate the reciprocating member 323; a pivoting shaft
325 provided in the vicinity of the reciprocating member 323; a
plurality of wing parts 340a and 341a, 340b and 341b connected to
the pivoting shaft 325 so as to be relatively torsionally rotated
with respect to the pivoting shaft 325; a wing-driving member 326
connecting the reciprocating member 323 and the wing parts 340a and
341a, 340b and 341b and rotating the wing parts 340a and 341a, 340b
and 341b around the pivoting shaft 325 by linearly reciprocating
the movements of the reciprocating member 323; means 331a, 332a,
343a, 343b, 344a, 344b (344b is not shown in the figures) for
restricting a relatively torsional rotation range of the wing parts
340a and 341a, 340b and 341b with respect to the pivoting shaft
325; and means 313a, 313b, 314a, 314b, 342a, 342b for relatively
torsionally rotating the wing parts 340a and 341a, 340b and 341b
during reversion of a moving direction of the reciprocating member
323.
The rotary machine, which the wing-flapping flying apparatus 300 in
this embodiment comprises, successively rotates the rotating shaft
15 in one direction to thereby generate power output. Since a
wing-flapping movement requires forward and backward or right and
left reciprocating movements of wings, there is a need to convert a
rotatary motion of the rotary machine into a reciprocating motion
for the wing-flapping movement. To this end, the wing-flapping
flying apparatus 300 comprises the motion-converting means for
converting the rotatary motion of the rotating shaft into the
reciprocating motion.
FIG. 15 is an exploded perspective view schematically showing
components needed for motion-conversion of the wing-flapping flying
apparatus 300. Referring to FIG. 15, a circular plate 316 for
enlarging the rotation of the rotating shaft is coupled to an end
of the rotating shaft 315. The circular plate 316 is formed with a
radial slit 316a. A driving pin 322 has a coupling portion at one
end, which is formed slightly long so as to be suitable for the
shape of the slit. The driving pin 322 is fitted into the slit 316a
and then joined to the circular plate 316 by a fastening means such
as a bolt or a screw 322b. A bar-shaped member can be employed
instead of the circular plate for enlarging the rotation of the
rotating shaft 315.
Under the driving ping 322, the reciprocating member 323 (i.e.,
slider) having a groove 323a, which the driving pin can be inserted
into, is disposed. The slider 323 is accommodated in the
movement-guiding part 321 such as a frame and is reciprocated
within the frame 321 in a direction of a double-headed arrow shown
in FIG. 15. Under the slider 323, the wing-driving member 326
(i.e., sleeve) rotatably joined to the slider 323 is disposed. A
connecting shaft 329 to be described later is disposed while
passing through a bore 326a formed through the sleeve 326.
Further, as shown in FIG. 13, since the frame 321 is fixed to the
body 310 with connecting members 319a and 319b, the slider 323
accommodated in the frame 321 is allowed to be moved merely right
and left or forward and backward. Here, the frame 321 serves to
retain the accommodated slider 323 and guide reciprocating
movements of the slider 323. Any rail-shaped member, which slidably
supports the slider, can be added inside the frame 321 such that
the reciprocating movements of the slider 323 are more smoothly
performed.
The rotation of the rotating shaft 315 is enlarged to a great
extent by the circular plate 316 and the driving pin 322. The
driving pin 322 is inserted into the groove 323a of the slider and
the slider 323 can be only linearly moved due to the frame 321.
Thus, as the driving pin 322 is rotated while making an imaginary
circle, the slider 323 is moved in the diametrical direction of the
imaginary circle formed by the rotation of the driving pin 322.
Since the driving pin 322 is inserted into the groove 323a of the
slider, the driving pin 322 can be moved only along the groove 323a
of the slider. Also, the slider 323 can only be linearly
reciprocated due to restraint of the frame 321. Therefore, the
rotation of driving pin 322 causes the driving pin 322 to push a
side wall of the groove 323a. Accordingly, if the driving pin 322
is displaced from any one place to other place on the circumference
of the imaginary circle which the driving pin 322 makes, then a
diametrical distance corresponding to the displacement in the
circumference becomes a reciprocating travel distance of the slider
322. Thus, it will be understood that the reciprocating travel
distance of the slider 323 is limited to the diameter of the
imaginary circle which the driving pin 322 makes during its
rotation. In the above-discussed manner, the rotatary motion of the
driving pin 322 is converted into the linear reciprocating motion
of the slider 323.
FIG. 16 is a partial perspective view illustrating the rotation of
the wing shaft of the wing-flapping flying apparatus 300. Referring
to FIG. 16, the connecting shaft 329 coupled to the first hub 331
extends past through the bore 326a of the sleeve 326 rotatably
mounted to the slider 323. Therefore, the connecting shaft 329 can
be slidable in right and left directions in FIG. 16 while passing
through the sleeve 326. Since the first hub 331 is fixed to the
pivoting shaft 325 provided at a portion 324 of the frame, the
first hub 331 is allowed to be rotated within some range around the
pivoting shaft 325. Such rotation effectuates the rotation R1 of
the wings 341a and 341b around the body 310, as described above in
relation to the first embodiment.
Since the sleeve 326 is mounted to the slider 323, the sleeve 326
undergoes linear reciprocating movements within a determined range
together with the slider 323. As the sleeve 326 is reciprocated,
the connecting shaft 329 passing through the sleeve 326 causes the
wing shaft 340a to be rotated around the pivoting shaft 325 like a
kind of leverage action using the pivoting shaft 325 as a fulcrum.
At this time, since the connecting shaft 329 is slidable through
the sleeve 326, a distance between the sleeve 326 and the pivoting
shaft 325 can be unobstructedly increased or decreased during the
reciprocating movements of the sleeve 326.
Referring back to FIG. 14, the second hub 332 is coupled to the
other end of the connecting shaft 329. Therefore, the wing shaft
340b connected to the second hub 322 is rotated in the same
direction as the rotation of the wing shaft 340a caused by the
sleeve 326.
In the meantime, as described with reference to FIG. 15, the
reciprocating travel range of the slider 323 is limited to the
diameter of the imaginary circle which the driving pin 322 makes
during its rotation. Accordingly, as the diameter of the imaginary
circle for the driving pin 322 becomes smaller, the reciprocating
travel range can be smaller as well. Also, as the reciprocating
travel range of the slider 323 becomes smaller, the range of the
rotation R1 of the wing shafts 340a and 340b becomes smaller and
thus the size of the stroke can be adjusted.
In the case of the constant number of revolution of the rotary
machine, increase or decrease of the stroke range of the wing
shafts 340a and 340b causes the rotational speed of the wing shaft
340a and 340b around the pivoting shaft 325 to be increased or
decreased, which thus leads to increase or decrease of lift. In
other words, in the case of the constant number of revolution of
the rotary machine, the increase of the distance between the
driving pin 322 and the rotating shaft 315 leads to the increase of
the reciprocating travel range of the slider 323 and the increase
of the stroke ranges of the wing shafts 340a and 340b as well.
Consequently, the wing shafts 340a and 340b are moved throughout
further distance per a given time and the rotational speed of the
wing shafts 340a and 340b is increased, thereby increasing lift. On
the other hand, the decrease of the distance between the driving
pin 322 and the rotating shaft 315 leads to the opposite results to
the above-discussed processes.
Therefore, increase and decrease of lift and propulsion in the
wing-flapping flying apparatus 300 can be effectuated in two
manners. One manner is that lift and propulsion are increased or
decreased according to the increase or decrease of the number of
revolution of the rotary machine in the case of the constant
distance between the driving pin 322 and the rotating shaft 315.
The other manner is that lift and propulsion are increased or
decreased according to the increase or decrease of distance between
the driving pin 322 and the rotating shaft 315 in the case of the
constant number of revolution of the rotary machine.
As shown in FIG. 15, since the driving pin 322 is removably coupled
to the circular plate 316, if necessary, the position of the
driving pin 322 in the slit 316a can be adjusted manually. Further,
in case the position of the driving pin 322 in the slit 316a is
adjusted automatically by the use of electrical or mechanical
means, the effective flight control of the wing-flapping flying
apparatus 300 is possible since its lift and propulsion can be
controlled without varying the number of revolution of the rotary
machine.
Since the linear reciprocating movements of the slider 323 allow
the wing shafts 340a and 340b to be rotated around the pivoting
shaft 325 (i.e., the rotation R1), the positional relationship of
the linearly reciprocating components and the pivoting shaft 325
makes the strokes of the wing shaft 340a and 340b less than
180.degree.. Therefore, a pin member, which relatively torsionally
rotates the wings 341a and 341b by being brought into contact with
the second protrusions 342a and 342b, is provided on the body 310
so as to correspond to the stroke range of the wing shafts 340a and
340b. The pin member consists of a pair of first pin 313a, 313b and
second pin 314a, 314b, which are symmetrically positioned on the
body 310 at a predetermined angle therebetween so as to correspond
to the locations at which rotational direction of the wing shafts
340a and 340b is reversed.
The configurations and functions of the wing shafts 340a and 340b,
which are coupled to the first and second hubs 331 and 332 so as to
be relatively torsionally rotated respectively, the wings 341a and
342a provided on the wing shafts, the first protrusions 343a, 343b,
344a, 344b (344b is not indicated in the drawings), the second
protrusions 342a, 342b and the stoppers 331a, 332a extending from
the hubs 331, 332 are the same as the case of the first embodiment.
Thus, their descriptions are omitted herein.
In the wing-flapping flying apparatus 300 in accordance with this
embodiment, since the pivoting shaft 325 is provided in one side of
the frame 321, distances between the pivoting shaft 325 and the
centers of the wings 341a and 341b may not be equal. Accordingly,
it is preferable that distances between the pivoting shaft 325 and
the centers of the wings 341a and 341b are of the same length in
the case of the wing-flapping flying apparatus 300 in accordance
with this embodiment.
FIG. 17 is a partial elevational view of a wing-flapping flying
apparatus 400 constructed in accordance with a fourth embodiment of
the present invention. FIG. 18 is a partial perspective view
illustrating the rotation of the wing shafts 440a and 440b around
the pivoting shafts 425a and 425b in the wing-flapping flying
apparatus 400.
The wing-flapping flying apparatus 400 in accordance with this
embodiment further comprises an additional element for rotating the
wing shafts 440a and 440b in mutually opposite directions around
the pivoting shafts, when compared to the wing-flapping flying
apparatus 300 constructed in accordance with the third
embodiment.
The wing shafts 340a and 340b are coupled to the first and second
hubs 431 and 432 so as to be relatively torsionally rotated,
respectively. A first pivoting shaft 425a and a second pivoting
shaft 425b, to which the first and second hubs 431 and 432 are
fixed respectively, are provided at opposed sides of a
movement-guiding part 421 such as a frame, respectively. The first
and second hubs 431 and 432 have a first extended shaft 429a and a
second extended shaft 429b, which extend in the opposite direction
to the extending directions of the wing shafts 440a and 440b,
respectively.
Further, a wing-driving member consists of a first sleeve 426,
through which the first extended shaft 429a slidably passes, and a
second sleeve 427, through which the second extended shaft 429b
slidably passes. Theses sleeves 426 and 427 are aligned so as to be
rotated around a common axis. The first sleeve 426 is rotatably
mounted to a reciprocating member (not shown) such as a slider and
the second sleeve 427 is rotatably mounted to the first sleeve
426.
Since the sleeves 426 and 427 are integrally coupled to the slider,
the sleeves 426 and 427 undergo linear reciprocating movements
within a determined range together with the slider. As the first
sleeve 426 is reciprocated, the extended shaft 429a passing through
the first sleeve 426 causes the wing shaft 440a to be rotated
around the first pivoting shaft 425a like a kind of leverage action
using the first pivoting shaft 425a as a fulcrum. At the same time,
the second extended shaft 429b passing through the second sleeve
427 causes the opposite wing shaft to be rotated around the second
pivoting shaft 425b. At this time, since the first and second
extended shafts 429a and 429b are slidable through the sleeves 426
and 427, respectively, the distances between the sleeves 426 and
427 and the pivoting shafts 425a and 425b can be unobstructedly
increased or decreased during the reciprocating movements of the
sleeves 426 and 427.
As can be seen from FIG. 18, the rotations of wing shafts 440a and
440b around the respective pivoting shafts 425a and 425b caused by
the reciprocating movements of the sleeves 426 and 427 are in
mutually opposite directions. Therefore, the wing-flapping flying
apparatus 400 in accordance with this embodiment can perform such
movements similar to a bird moving its wings forward and
backward.
In the wing-flapping flying apparatus 400 in accordance with this
embodiment, the components involved with the relatively torsional
rotations of the wings and the components for maintaining the wings
at the optimum angle can be employed in the same manner as the
corresponding components of the wing-flapping flying apparatus 300
constructed in accordance with the third embodiment. Thus, their
descriptions are omitted herein.
As an alternative to the wing shaft rotating of the wing-flapping
flying apparatus 400 in accordance with this embodiment, the first
and second sleeves 426 and 427 can be rotatably mounted to the
opposed bottom sides of the slider and a common pivoting shaft can
be mounted to the bottom portion of the movement-guiding part so as
to be positioned where the first and second extended shafts 429a
and 429b are crossed. If so, then the wing shafts 440a and 440b are
allowed to be rotated in the mutually opposite directions.
Further, conversion of the one-way rotary motion of the rotating
shaft into the reciprocating motion of the wing shafts without use
of a reciprocating member like the above-described slider can be
taken into consideration as an alternative to the motion-converting
of the wing-flapping flying apparatus employing a one-way rotary
machine. For example, in case a pivoting shaft is mounted to the
circular plate instead of the driving pin and connecting shafts,
which connect to hubs respectively, are coupled to the said
pivoting shaft so as to be rotated around the said pivoting shaft
and sleeves, through which the said connecting shafts slidably pass
respectively, are rotatably provided on the body, the wing shafts
can be rotated with the rotation of the rotating shaft like
sculling of a boat.
In the above-described wing-flapping flying apparatus, it has been
described that two first protrusions are provided on the wing shaft
and one stopper is provided on the hub along the extending
direction of the wing shaft. However, the present invention is not
limited thereto and can be embodied in the different manners
therefrom. That is, one first protrusion can be provided on the
wing shaft along the extending direction of the wing and two
stoppers can be provided on the hub toward the extending direction
of the wing shaft. In such a case, two stoppers should be provided
such that the wing shaft is placed apart from them by an equal
distance. Further, in order to maintain the optimum wing angle in
the relatively torsional rotation of the wings, it is preferable
that an included angle between the pair of stoppers and the wing
shaft is in the range of 60.degree. to 120.degree., that is, an
included angle between one stopper and the wing shaft is in the
range of 30.degree. to 60.degree. when the wing shaft is viewed in
its axial direction.
Further, in the above-described wing-flapping flying apparatus, it
is shown in the drawings that the first protrusions, the second
protrusions and the stoppers have plate-like shapes. However, the
shapes of the protrusions and the stoppers are not limited to the
plate-like shape. When considering the rotation of the wings around
the rotating shaft, they can be configured as short pins so as not
to offset the lift generated by the wings.
In the above-described wing-flapping flying apparatus, the lift and
propulsion can be adjusted by the increase and decrease of number
of revolution of the rotary machine, the positional adjustment of
the pin member or the positional adjustment of the driving pin.
Accordingly, in case such operations for increasing and decreasing
the lift and propulsion can be electrically controlled, the
wing-flapping flying apparatus according to the present invention
can freely ascend or descend during flying in the air.
Further, the wing-flapping flying apparatus 100 to 400 can perform
forward and backward and right and left flights by slightly biasing
the rotating shaft of the rotary machine from the axis of the body
like a rotor blade control of a helicopter. Further, in case of
connecting two wing-flapping flying apparatus in series, a flying
apparatus can be obtained, which is capable of forward and backward
and right and left flights by adjusting lift of each wing-flapping
flying apparatus. Further, in case of using two rotary machines and
letting them rotate the respective wing shafts, forward and
backward and right and left flights can be effectuated.
According to a method of driving wings in a wing-flapping flying
apparatus according to another aspect of the present invention, in
case of citing an example of the wing-flapping flying apparatus 100
in accordance with the first embodiment of the present invention,
there is provided a method of driving wings in a wing-flapping
flying apparatus, which includes: the body 110; the rotating shaft
115 rotatably joined to the body 110; driving means 111 for
rotating the rotating shaft 115; and wings 141a and 141b
reciprocated between two points and connected to the rotating shaft
115 so as to be relatively torsionally rotated with respect to the
rotating shaft 115 while being rotated together with the rotating
shaft 115. The method of driving the wings comprises the following:
maintaining the wing 141a, 141b inclined at a constant angle
relative to the travel direction of the wing 141a, 141b while the
wing travels toward one of the two points; relatively torsionally
rotating the wing 141a, 141b in the opposite direction to the
travel direction of the wing 141a, 141b when the wing 141a, 141b
reaches one of the two points; and moving the wing 141a, 141b
toward the other of the two points. (See, FIGS. 6 to 9)
Accordingly, during the rotations of the wings 141a and 141b around
the rotating shaft 115, the wings 141a and 141b maintain the
optimum wing angle, that is, 30.degree. to 60.degree. by the
cooperation of the stoppers 131a and 131b and the first protrusions
143a, 143b, 144a and 144b. Further, during the reversion of the
rotational direction of the rotating shaft 115, each wing 141a and
141b is relatively torsionally rotated with respect to the rotating
shaft 115 in the opposite direction to the travel direction of each
wing 141a and 141b by the cooperation of the pins 133a and 133b,
which are formed as one part of the body, and the second
protrusions 142a and 142b, which are provided on each wing 141a and
141b (more specifically, each wing shaft 140a and 140b).
Through the above-discussed processes, successive and larger lift
and propulsion can be obtained by the rotation of the wings 141a
and 141b around the rotating shaft 115 and the relatively torsional
rotations of the wings 141a and 141b, which occur during the
reversion of the rotational direction of the rotating shaft
115.
FIG. 19 is a perspective view illustrating a blower 500 with
wing-flapping movements according to yet another aspect of the
present invention. As shown in FIG. 19, the blower 500 according to
the present invention is configured such that the body part of the
above-described wing-flapping flying apparatus 510 is secured to
any fixing member 520 to thereby send the air flow made by the
wings toward an object necessary to be cooled.
As described above, according to the wing-flapping flying apparatus
according to the present invention, the lift is generated during
the rotations of the wing shafts and a larger lift is generated
while the wings are relatively torsionally rotated during the
reversion of the rotational direction of the wing shafts. Thus, if
the body part is secured, on the contrary, then successive
air-blowing is possible during the rotation of the wing shaft and
the reversion of the rotational direction of the wing shaft. As
such, the blower 500, which adopts the wing-flapping movements,
provides more effective air-blowing than the conventional blower,
which blows air by rotating a fan in only one direction. Further,
in embodying the blower 500 by utilizing the wing-flapping flying
apparatus according to the present invention, the wings, which are
coupled to the wing shafts so as to be relatively torsionally
rotated, may have various shapes with better air-blowing
efficiency.
While the present invention has been particularly shown and
described with reference to exemplary embodiments thereof, it will
be understood by those of ordinary skill in the art that various
changes in form and details may be made therein without departing
from the scope of the present invention as defined by the following
claims.
INDUSTRIAL APPLICABILITY
As described above, since the wing shaft is rotated around the
rotating shaft and the wing is relatively torsionally rotated
around the wing shaft, the wing-flapping flying apparatus generates
lift needed for its flight throughout an entire wing-flapping
movement without generating lift only throughout the half of a
wing-flapping movement or offsetting the generated lift by the
other half of a wing-flapping movement like a conventional
upward-and-downward reciprocating wings. Therefore, a stable flight
of the flying apparatus is obtained.
Further, since the lift generation of the flying apparatus can be
controlled by means of the increase and decrease of the number of
revolution of the rotary machine, the adjustment of the pin member,
the adjustment of the driving pin and so forth, the wing-flapping
flying apparatus capable of ascending or descending in the air is
provided.
In addition, the use of the wing-flapping flying apparatus or the
wing-flapping method adopted thereto can provide a propulsion
mechanism, which can be used in a flying apparatus as tiny as a
hummingbird or an insect. Further, the application of such
wing-flapping flying apparatus or the wing-flapping method thereof
to a blower can provide a more efficient microminiature blower or
cooling fan than a conventional blower, which operates in a simple
manner.
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